Vehicle-spring



(No Model.)

G. NORWOOD.

VEHICLE SPRING.

Patented Sept. 10, 1889.

q viiimoooao I" Wag UNITED STATES PATENT OFFICE.

GEORGE NORlVOOD, OF BOSTON, MASSACHUSETTS, ASSIGNOR OF ONE-HALF TO LOUIS KOLB, OF CINCINNATI, OHIO.

VEHICLE-SPRING.

SPECIFICATION forming part of Letters Patent No. 410,716, dated September 10, 1889.

Application filed February 8, 1889. Serial No. 299,102. (No model.)

To aZZ whom it may concern.-

Be it known that I, GEORGE NORWOOD, a citizen of the United States, and a resident of the city of Boston, in the county of Suffolk 5 and State of Massachusetts, have invented certain new and useful Improvements in Vehicle-Springs, of which the following is a specification.

The several features of my invention and I the advantages arising from their use, conjointly or otherwise, will be apparent from the following description.

In the accompanying drawings, forming part of this specification, Figure 1 is a side I elevation of a side-bar piano-box buggy provided with my improved spring. Fig. 2 is a view of the under side of one end of the buggy, showing my spring and its attachments. Fig. 3 is a central section of the spring-box, showing the spring in position. Fig. 4 is a side elevation of the same. Fig. 5 is a bottom view of the device shown in Fig. 4. It also shows the extension of the connecting-yoke to its attachment. Fig. 6 represents a modified construction of the torsional rod and the lever connected thereto. Fig. 7 represents a mode and means for adjusting the inclination of those supporting-arms or end levers whereby the rod B (viz., the torsional 3o rod) is connected to the running-gear.

The several springs on each vehicle are exactly alike; therefore the description of one will suffice for all.

Two lateral arms A are rigidly connected with a transverse shaft B. The arms A are attached by means of loose swinging shackles a to the head-block in the case of the front spring and to the rear axle in the case of the hind spring. The shaft B is supported in journals C, attached to the bottom of the vehicle. The crank-arm D is attached to the shaft B near its center, the preferred means of attaching the arm D to the shaft B being that illustrated in Figs. 2 and 3, where the shaft B is shown set up (upset) square and the crank-arm held in place by the clamp-screw (Z.

The spring box or frame E is securely attach ed to the bottom of the vehicle. It is provided with the sides c, which preferably extend beyond the shaft l3, which latter is received in the notches e in the sides. The diaphragm or bearing 6 extends between the sides 6. It is provided with the vertical slot e through which the rod F passes. The bearing-plate G fits in the box E. It is preferably provided with the circumferential flange g and also with the pin or lug g, which latter is received in a corresponding recess in the diaphragm 6 The bearing-plate H is like the plate G, preferablyprovided with a circumferential flange 6o 71.. The spiral spring S is received between the two plates G and II. The rod F is pivoted to the crank-arm D, and extends through plate G, spring S, and plate H, where the nut I is screwed onto it.

That part of the supporting frame or box E which is to the left of the bearing or diaphragm 6 may be omitted,but is preferably retained, as the box is thereby more conveniently attached securely in position.

The mode of action of the device is as follows: As the body of the vehicle is depressed, the arms A assume a position more nearly horizontal, or even passing beyond this to an opposite oblique position to that originally occupied. This movement throws the arm D away from the diaphragm 6 in which movement the spring S is compressed by the plate H. The amount of compression of the spring is determined by its own resistance and the amount of the load.

By means of the nut I the tension of the spring S may be regulated within certain limits.

Where the nut I is large enough the plate H may be dispensed with; but I prefer to retain said plate or washer, as the friction of the nut against this spring is considerable.

The foregoing construction results in some certain advantages additional to those heretofore specified, among which are the following: The rod B extending to both sides of the vehicle-body and being there connected, it will happen that when the weight is placed upon one side of the body and that side is depressed the other side of the body is substantially correspondingly depressed, by reason of the fact that when the rod 13, through the agency of the lever A on the side of the vehicle at which the heavier weight is placed, is 1oz depressed the rod B will also, through its torsional power, cause the lever A at the other side to be depressed, and consequently both sides of the vehicle will be simultaneously depressed, and when the weight is removed will be simultaneously elevated. 4

It will also be plain, from an examination of the foregoing device and its operation, that when the spring S is depressed and the lower end of the lever D is brought against the abutment G (against which the spring rests) by screwing up the nutI,or an equivalent tightening or clamping device, that the body will be relieved of the pressure between the lever and the free end of the spring, inasmuch as such pressure is confined to or distributed along the rod in the shape of tension upon said rod. I11 other words, the strain between the washer H and the nutI on the one end of the spring and the abutment fixed to the carriage is transferred to the rod F,between the lever and the washer H or nut, and thence communicated to the supporting frame or box E, which latter bears the strain and relieves the carriagebody of the pressure to which it would otherwise be constantly subjected. This portion of the spring and lever, the end of the latter resting against the abutment, will be the one occupied when the vehicle is not loaded. At such times the strain of the spring upon the body will be absent, and said strain will be confined to the supporting-box.

By changing the position of the lever D on the rod B, which change can be easily accomplished by slipping off the rod and replacing it in the desired position or in any other suit able way, the body may be set higher or lower, as desired. In such event the angle at which the arm A is in relation to the body will be correspondingly changed, and thus the body may be raised or lowered.

When desired, the lever B may be made in one piece with the bar D, substantially as shown in Fig. 6, and in such event that feature of my invention which affords a capacity to adjust the lever in relation to the rod B will be omitted, and the advantages resulting from such adjustment will be lost.

The height of the body can also be determined without the adjustment of the lever D on the rod B by inserting a plate, as L, of a given thickness, between the lower end of the lever and the abutment, substantially as shown in Fig. 7.

While the various features of my invention are preferably employed together, one or more of said features may be employed without the remainder, and in so far as applicable one'or more of said features may be employed in connection with a construction of spring other than that herein specifically set forth.

What I claim as new, and desire to secure by Letters Patent, is-

1. The combination of arms A, shaft B, crank D, spring-box E, provided with dia phragm or bearing e spring S, rod F,'and nut I, substantially as and for the purposes specified.

2. The combination of the arms A, shaft B, crank D, spring-box E, provided with diaphragm or bearing 6 spring S, rod F, and bearing-plate at the end of rod F, substantially as and for. the purposes specified.

3. The combination of the arms A, shaft B, crank D, spring-box E, provided with sides 6 and diaphragm or bearing 6 bearing-plates G and H, spring S, rod F, and nut I, substantially as and for the purposes specified.

4. The combination of the arms A, shaft B, crank D, spring-box E, provided with sides e, and diaphragm or bearing 6 bearing-plates G and H, each provided with a circumferential flange, spring S, rod F, and nut I, substantially as and for the purposes specified.

5. The combination of the arms A, shaft B, crank D, spring-box E, provided with sides 6, and diaphragm or bearing 6 bearing-plate G, having flange g and lug g, bearing-plate H, provided with flange h, spring S, rod F, and nut I, substantially as and for the purposes specified.

6. In avehicle, the combination of two similar sets of devices, one located at the forward and the other at the rearward port-ion of the vehicle, each consisting, essentially, of the coil-sprin g, suitably supported,restingagainst a supporting-abutment fixed to the wagonbody, and the draw-rod F, arranged for compressing the spring, the draw-rod being connected to the lever D, the latter in turn being connected to the rod-lever A B, shackled to its respective end of the vehicle and nut or equivalent provision for adjusting the elasticity of the spring to meet the requirements of the carrying capacity of the vehicle independently of the spring at the other end of the vehicle, substantially as and for the purposes specified.

7. In a vehicle, the combination of rod B, provided at each end with rod A at right angles thereto, journal-bearing C, rod B, turning therein, and the spring S, provided with abutment secured to the vehicle-body, rod F, for compressing the spring, and the lever D, made separate from the rod B and adjusted thereon, the free end of the lever being connected to the rod F, substantially as and for the purposes specified.

8. In a vehicle, the combination of the rod B, provided at each end with rod A at right angles thereto, journal-bearing C, and the rod B, turning therein, and spring-box E, spring S, bearing against an abutment connected to said box, rod F, for compressing the spring, and the lever D, adjustable on the rod B, substantially as and for the purposes specified.

GEORGE NORVVOOD. Attest:

A. L. HERRLINGER, G. A. \V. PAVER. 

